Transmission



- 1,590,949 L. KRUPP i TRANSMI S S ION Filed Sept. 5, 1925 3 Sheets-Sheet 1 June 29 v1926.

l, IIIIIVVV r w QPv June 29 1926. Y 1,590,949

" l.. KRUPP TRANSMISSION A Filed sept. 5, 1925 :5 Sheets-Sheetz ATTORNEY L. KRUFP TRANSMISSION y June ATTORNEY rrNESS= Patented June 29, 1926.

UNITED STATES PATENT omer,

Application me@ September 5, A1925. 7K5Serial No.' 54,738. i

This vinvention relates Ito improvements in transmissions and more particularly ,to `that type .of transmission used .upon 'motor .propelled vehicles.

The principal obj yto provide a .transmission lfor vautolno'briles which will relieve :the operator of 4the neses-V mission .in which one gear is moved linto mesh with a second .gear While .one Aof :the gears is in rotan motion.

A further .obgect is to provide Va `.trans-V mission Whic'h will increase the driving power .of a motor as the .drive is Kdirect and continuous from the motor shaftto .dr-ive shaft.

lVith these and .other objects view, :the invention resides in ,certain ,novel .construction and combination .and arrangement .of parts, .the essential features of which are hereinafter fully described, are .pantioularly pointed .out vin Vthe appended claims, .and are illust-rated inthe accompanying drawing, in Which:-

Figure 1 is an elevational view of my improved .transmission and showing its :relative position with respect to :the power `unit of an automobile. c

Figure 2 is an enlarged vertical sectional View through the transmission.

Figure 3 is an enlarged .vertical sectional view on the line of ign-re Figure l .is a detail sectional view .on the line Hof Figure l. v

Figure ,v5 is 4a similar view on the :line '5-.f5 of F igure' l.

Figure 6 is an ,enlarged sectional view of the gear shifting mechanism.

4 Figure 7 is a sectional vie-rv `on line f7-:e7 of Figure 1.

F .'gure 8 is a detail horizontal :sectional view on the line 8...-.8 Aof Figure 1.

Figure 9 is a detail perspective View ogf the footactuated lreleasing mechanism.

Referring more particularly to the `drawings, vthe reference 4numeral 1G vdesignates my improved transmission mechanism in its entirety and which isv shown in Figure 1 of the drawings as ,.operatively assmziated with an internal combustion Aengine 11.

ect of the invention `ils My improved transmission lO'inc-ludes' a housing 1.2 within which is journaled a drivlng (az-transmission shaft 13 "disposed Ain axial alignment with .the `motor shaft-'14; of the engine 111. A conventional-type of clutch mechanism 41 5 A is shown for operatively `connecting )the moto-r sha-ft 51.4: with the `driving shaft '13 .when power is Adesi-red to l'bef'trans'- ferred Vto the driven shaft 16. l keyed to the :driving .shaft 13 are .spaced gears '1S .and 19'nf diaderent .diameters and which constitute a .series of gears A Fixed or Y for constant :'rneshing engagement with co acting .gears 20, 21 and-22.0.1 varying diameters which have a common axis'and constitute a second .series vof gearsB, The gears 20,. 2]. .and 2 2 Aare provided'with liu-bs `23 which rotatably sup-port the gears lupon `hotllo-ivu .or .tubular `bearings `25, .certain of .the

bearings being mounted in 1the .end lWalls .of the housing 12 and .the remainder @fit-he bearingsV bein'g .stationarifly .supported :by brackets extending from-the .side .Walls ofthe housing. The `second series of gears B are further provided :with central ,openings 26 of a diameter to .align .with vthe inner Wails of .bearings 25, `whereby aatubul'ar passage 'is I rovided 'for the 'longitudinal moyement o, the .driven ,sha-gft 16. Extending inwardly Vfromethe inner .Walls Jof the openprovided .on gne lend of .the (deriven Ashaft 16 as theshaft 1,6 is moved longitudinally into engagement with gthe' lugs of ythe respective gear wheels. 'The .series of gears .and Beonstitutethetlaree forwardspeeds .gears are .constantly in mesh and rotate si multa-neously when the motor shaft :14 is Vclutchedvvith the driven shaft 13.

:Having ,described the forward speed, I shall non/.explain :the v.parts which Yccmstiftute ings 26am :oppositely 2disposed lugs 27 for, (zo-action with outwardly extending lugs l28 A the reverse speed and -vvhich is designated.

broadly Eby the vletter C'. The reverse comprises .a .gear 29 tired 4or keyed to the driving Asha;f;t`'13 whiehimparts ,a reverse turning movement to the gear 3.0 rotatably y,Supportedby certain gof the `tubular bearings `*with* the screw 49.

25, through an intermediate gear 31Y iiXed or keyed 'to a counter shaft 32 journaled within the housing 12. The gears 29, V

andBl are always in mesh and rotate when the shaft 13 is clutched with the engine Vshaft 14. The gear 30 is provided with a The rear end of the driven shafti16 is provided with a squared head which is; slida-ble in a similarly shaped bore 36 of a sleeve 37. The forward end of the sleeve is closed and an expansible spring 38 in interposed between the Vhead 35 and the forward closed end.. The rear end of the sleeve is joined to a connecting shaft 39 by anniversal joint 40 and which shaft extends into the differential housing 41 kfor imparting movement to the rear wheels A42 of a vehicle. The sleeve 37 is journaled within a portion of the chassisA frame 43 of the vehicle as is the driven shaft 16. y

For initially lsliding the driven shaft in a forward direction for engagement with the gearp20 and for sliding the same rear-V wardly for engaging the gear 30, l provide a selective control means 44 which comprises a hand operated lever 45 mounted between its ends as at 46 for universal movement upon the frame of the vehicle. The lower end of the lever is pivotally connected with an arm 47 which carries a. yoke 4S which partially surrounds thescrew portion 49 and the driven shaft 16, but the said yoke does not directly Vengage said shaft. The lower end of the yoke is yieldingly connectedwith oneV end of a member 50 by means of a flat's'pring 51,which tends to normally hold the threads 52 on the inner side of the member in co-acting engagement The topY of the member is recessed to receive the arm 47 which prevents lateral movement of the member whenV in'neutral position and when the lever has been moved to advance thevdriven" shaft foil obtaining forward speed. The member 50 is always in co-acting position with the screw of the shaft 16 with the exception ofv when the lever is moved to a reverseposition, but when the lever 45 is moved toa reverse position, the member is disengaged Yfrom the scii'ew 49'.

Inforder to disengage the member 50, the yoke 48 causes an eye 51 which extends from the member to engage an angularly disposed pin 52 which projects from a casing 53, which casing Aserves to enclose the threaded portion of As the the the' shaft'and its co-acting parts. pin engages the walls of the eyel 51',

member is swung outwardly beyond .the

with the flat spring 51. It will be seen that Yfor co-acting engagement with thewhen the lever is moved to reverse position, the member` 50 is out of' engagement with the screw 49 while the lugs 28 of the driven shaft are in co-acting engagement with the lugs on the gear 30.

A rack platev 53 is stationarily mounted above the pivot Vpoint of the lever 45 and through which the 'upper end of the lever extends. The plate is provided with three notches 5,4, 55 and 56, and when the lever is moved'into the notches the driven shaft isy respectively in a neutral, forward and reverse speed. A flat springV 57 secured to the lever tends to keep the same seated in the notches, but may be compressed when moving the lever from one notch to the other. v Y

ln operation, we shall presume that the lever 45 is in the notch 54, which is the neutral position and the clutch 15` is disengaged, .while the lugs 28 onvthe driven shaft are free to rotate within the tubular bearingzbetween the gear 20 and the gear the notch 55 of theplate, which movement The lever is now moved and locked incauses the arm 47 and member 50 to slide v.

theY driven shaft 16 a predetermined distance'in the direction of the arrow shown in Figurev 2 of the drawing. sliding movement of the shaft is only sun f cient to cause the lugs 28 on the shat't to engage the lugs 27 on the firstl gear 20. y The clutch is now engaged Vwhich rotatably con-V nectsthe motor shaft 14 with the driving shaft 13, thus imparting movement to both series of gears A and B. As'thegear 20 rotates, the driven shaftk 16v will be auto` Ymatically fed in a forward direction by reason of the screw 49 ofl the shaft'engaging the threads on the stationary member 50. As the V,lugs 28 disengage the lugs 27 of the gear 20, Vthey in turn engage the lugs 22 of the next gear21 and at which time the transmission is driving in second speed. This continues until the yend of the screw isreached by the inember() at which time the transmission is driving in high or first speed. It will be seen that the gears are automatically and consequently engaged with the driven shaft 16 after the initial movement of the lever 45. As the shaft 16 is fed forward, the headV 35 compresses the spring 38, and when the lever is moved back to neutral position, the spring will cause the shaft to move in an opposite direction. The shaft isV thus given a reverse turning movement as-the member 50 is still engaged with the screwA and Vthe rearward movement of the shaft is limited by a liange 59 provided at the forward end of the screw.

For reverse speed, the lever 45 is moved in to the notch 56, which shifts the driven shaft a predetermined distance in a rearward direction to cause the lugs 28 to engage the Ylugs on the gear 30 of the-reverse gearing The initialV C. The member 50 is disengaged With the threads on the driven shaft when the lever reaches the limit of its movement to the reverse position the spring 38 automatically moves the shaft 16 the desired distance. y

From the foregoing description, 'it .Will be seen that I have provided a transmission in which the necessity of engaging and ldisengaging the clutch when changing fromv one speed to another is eliminated, as the different speeds are automatically brought into operation after the initial movement of the lever 45.

For automatically returning the driven shaft 16 to neutral position when the brake pedal .60 is depressed when the car is brought to a stop, I attach one end ofa cable `6l to the brake pedal, and the other Vend to the member 50, and p ass the `cable over pulleys 6 2. W'ith reference to Figure 9 of the drawings, it will be seen that When the foot pedal is depressed, a pull Will be exerted upon the cable, thus disengaging the threads on the member with the screw by swinging the vsame vupon the spring hinge, .thus allowing the spring 38 to return the driven shaft toneutral position irrespective of Whether the I therefore do not limit myself to the exact 2. In a transmission mechanism, a driving i shaft, sets of meshing gears of different ratios operable simultaneously-in the same direction by said driving shaft, a slidable driven shaft, means for initially sliding said driven shaft into co-acting engagement with one of said sets of gears, automatic means for consecutively engaging said slidable driven shaft with said sets of gears upon longitudinal movement of said slidable driven shaft in one direction to cause the driven shaft to rotate in one direction at varying speeds, and means for imparting a reverse rotary movement to said slidable driven shaft upon longitudinal movement of said slidable driven shaft 1n an opposite direction.

8. In a transmission mechanism, a driving shaft, sets of meshing gearsy of Vdifferent* ratiossimultaneously operable by said drivf ing shaft, a slidable driven shaft, means for initially sliding said driven shaft into coacting engagement With one of the ,sets of gears, and automatic means for feeding said driven shaft longitudinally into consecutive engagement 4with the other sets of gears.

4. In a transmission mechanism, a driving shaft, sets of meshing gears of different ratios simultaneously opera-ble Yby said drivingvshaft, a slidable driven shaft, means for initially sliding said driven shaft into c o-actingVV engagement With o ne of the sets of gears, automatic means for feeding ,said driven shaft longitudinally into consecutive engagement With the other 1sets of gears, and means operable forautomatically disengaging said driven shaft from said sets of4 gears and for yreturning said driven shaft to normal position.

5. In a transmission mechanism, a driving shaft, driving gears of different diameters fixed to said shaft, driven gears of varying diameters in constant mesh with the respective kdriving gears, ka slidable driven shaft disposed in alignment With the axis of said driven gears and movable therethrough, coacting `means on said driven gears and said driven shaft engageable as the driven shaft is moved throughsaid driven gears, means for imparting initial vsliding movement to said driven shaft to en'gage one of the driven gears, and automatic means for ysliding said driven shaft into consecutive engagement With the other driven gears. l

6. In a transmission mechanisms, a driving shaft, driving gears of diEerent diameters xed to said shaft, driven gears of varying diameters in constant mesh With the respective driving gears, a slidable driven shaft disposed in alignment .With the axisA of said driven gears and movable therethrough, coacting means on said driven gears and said driven shaft engageable as the driven shaft is moved through said driven gears, means for imparting initial sliding movement to said driven shaft to engage one of the driven gears, and automatic means for sliding said driven shaft into consecutive engagement With the other driven gears, said last means including a screw provided on said slidable driven shaft co-acting with a part stationary Withl respect thereto. 7. In a transmission mechanism, a driving shaft, driving gears of different diameters fixed to said shaft, driven gears of varying diameters in constant mesh with the respective driving gears, a slidable driven shaft disposed in alignment with the axis of said driven gears and movable therethrough, co-acting means on said driven gears and said driven shaft lengageable as the driven shaft is moved through.r

said driven gears, meansY for imparting'initial sliding `movement to said VdrivenV shaft to engage one Aof the driven gears, automatic means for sliding said driven shaft into consecutive engagement with the other driven gears, saidulast means including a screw provided on said slidable driven shaft co-acting livith a part stationary with respect thereto,V

automatically reand releasing means for to its normal disturning said driven shaft engaging position.

8. In a transmission mechanism, the combination of the motor shaft,.of an engine,y

in alignment With the tubular bearings, op`

posed lugs extending from the vWalls of said openings, opposed lugs on one end of said slidahle .driven shaft for co-acting engagement successively with the lugs of said gears, means for initially sliding said driven Vdriven shaft With one of said second series of gears for imparting a `further Y sliding movement to said driven shaft toconsecuvtively engage the other of the second series of gears. g c

9. In a transmission mechanism, Va driving shaft, driving gears of different diam'- eters fixed to said shaft, driven gears of varying diameters in constant meshvvith the respective driving gears, a slidable driven shaft disposed in alignment With theaxis of said driven gears and movable therethrough, coasting means on said driven gears .and said driven lshaft engageahle as the driven shaft is moved through said drivenk gears, means for imparting initial sliding movement` to said driven shaft to engage one of the driven gears, land automatic means for sliding said driven shaftinto consecutive engagement with the other driven gears, and foot actuated releasing means for automatically returning said driven shaft to normal i" position after the actuation of said auto'- inatic means.

In testimony vwhereof I have affixed my signature. Y

Louis V'KRUPP. 

